Elevator system



' Sept; 1, 1936. H. F. KRANTZ ELEVATOR SYSTEM Filed June 29, 1954 3 Sheets-Sheet l ATE-19% kmmfla w was IN EN R err-6% "M356 ATTORNEIY Sept. 1, 1936. H. F. KRANTZ ELEVATOR SYSTEM 3 Sheets-Sheet 2 Filed June 29, 1954 NTOR INVE.

ATTORNEY Sept. 1, 1936.

H. F. KRANTZ ELEVATOR SYSTEM Filed June 29, 1934 3 Sheets-Sheet 5 [Ln 052 M CAR H Patented Sept. 1, 1936 UNITED STATES PATENT OFFICE ELEVATOR SYSTEM Application June 29, 1934, Serial No. 733,073

10 Claims.

This invention relates to elevator systems, and particularly to elevator systems comprising a group of two or more elevators.

The invention is directed to elevator systems in '5 which control switches, such as push buttons, are provided at the floors to control the stopping of the cars, the starting and stopping of the cars, or the giving of stopping signals to the cars. Such systems may also be provided with similar conlO trol switches in the cars.

In elevator installations comprising a group of two or more elevators each provided with an individual set of hall buttons for enabling an intending passenger at a floor to register his demand for elevator service upon each elevator car individuallyas by pushing the appropriate hall button for the corresponding elevator carconditions arise as a result of which unnecessary movements and stops on the part of one or more of the ele- 2o vator cars may occur. One of such conditions arises when an intending passenger in a hall presses corresponding hall buttons at a floor for each of two or more elevator cars. Another of such conditions arises when an intending passen- 25 ger in a hall demands service of one elevator at a time when another elevator car is already destined to stop at such floor, as for example, to let 01f a passenger in such other car.

The object of this invention is the elimination 30 of unnecessary movements and stops by the elevator cars in an elevator installation where hall buttons are provided individual to each car.

One feature of the invention is the provision of a control for each of the elevator cars such 35 that Whenever a demand for service from the hall at any floor is registered for one elevator car, similar demands cannot be registered for any of the other elevator cars pending the response of the first car to such demand.

40 Another feature of the invention is the provision of a control for each of the elevator cars such that whenever one car is destined to stop at a floor in order to discharge a passenger, no demand for service from such floor may be registered for 45 any of the other cars.

A third feature of the invention is the provision of a control which, in addition to having the foregoing features, is such that whenever one car is destined to stop at a flooreither as a result of 50 a demand for service from such floor or to such floor-any other elevator car may stop to discharge passengers at such floor.

Other features and advantages will become apparent from the specification and the accompany- 55 ing drawings.

The invention involves interconnecting the hall button circuits for the various elevator cars in the group in such a manner that while a hall call is registered for one of such cars, similar hall calls cannot be registered for any of the other of such 5 cars. The invention also involves interconnecting the hall button circuits and the car button circuits for the various cars (when car buttons are provided therein) in such a manner that while a car button stop at any floor is destined to be made by one of such cars, hall calls from such floor cannot be registered for any of the other of such cars.

In the drawings:

Figure 1 is a schematic view of a group of two elevators to which the invention is particularly applicable;

Figure 2 is a simplified schematic diagram of part of the control circuits for each of two elevators, such as illustrated in Figure 1, embodying the invention;'

Figure 3 is aschematic view of a portion of a group of two elevators to which the invention is also applicable; and I Figure 4 is a simplified schematic diagram of part of the circuits for each of two elevators, such as illustrated in Figure 3, embodying the inventlon.

Referring to Figure 1 of the drawings, the two elevator cars, car A and car B, are illustrated as serving four floors. Cab H! of car A is supported by cables H, which pass around hoisting sheave l2 and are connected to counterweight I3. Hoisting sheave I2 is driven by hoisting motor l4 and subject'to the action of a spring-applied, electromagnetically-released brake l5. In a similar fashion, cab 60 of car B is supported by cables 6 I, which pass around hoisting sheave 62 and are connected to counterweight 63. Hoisting sheave 62 is driven by hoisting motor 64 and subject to 40 the action of a spring-applied, eleetromagnetically-released brake 65. Car A is shown as provided with a selector machine 1 driven in accordance with the motion of car A by means of a chain 8 connecting cab l0 and counterweight l3 and passing over sprocket 9 of the selector machine. Car B is'provided with a similar selector machine 51 driven in a similar fashion by chain 58 and sprocket 59.

At each of the floors served by car A is provided a hall button for such car, these hall buttons for car A being designated Nil, 2!, 30! and 40!. Within cab ll] of car A is provided a car button for each of the floors served by car A, these car buttons being designated I03,

203, 303 and 403. At each of these same floors a hall button is provided for car B, these hall buttons for car B being designated I02, 202, 302 and 402. Within cab 60 of car B is provided a car button for each of these same floors, these car buttons for car B being designated I04, 204, 394 and 404. Hall buttons IOI, 20I, I and 40I for car A are provided to register demands of intending passengers in the halls for service by car A. Hall buttons I02, 202, 302 and 402 for car B are provided to register demands of intending passengers in the halls for service by car B.

Referring to Figure 2, the invention is therein illustrated as embodied in the control circuits for two single automatic push button elevators,

each serving the same four floors and each provi-ded with an individual set of hall buttons, as illustrated in Figure 1. In this figure, the coils and contacts of the electromagnetic switches are separated in the interest of simplicity of circuits. For convenience in understanding the diagram, however, each coil is associated with the contacts which it operates by means of a dot-anddash line.

Switches I3I, 230, 23l, 330, 33I and 430 are switches of selector machine I mechanically actuated in accordance with the motion of car A. Switches MI, 240, 24I, 340, 34I and 440 are switch-es of selector machine 51 mechanically actuated in accordance with the motion of car B.

The various electromagnetic switches employed in the diagram chosen to illustrate the principles of the invention are designated as follows:

UA-Up direction switch, car A DA-Down direction switch, car A IFA-Floor relay, 1st fioor, car A 2FA-F'loor relay, 2nd fioor,car A 3FAFloor relay, 3rd fioor, car A lFA-Floor relay, 4th floor, car A WA-Car button switch, car A YA-I-Iall breaking switch, car A ZA-Hall time limit relay, car A UBUp direction switch, car B DB-Down direction switch, car B IFB-Floor relay, 1st floor, car B 2FBFloor relay, 2nd floor, car B 3FBFloor relay, 3rd fioor, car B AFB-Floor relay, 4th fioor, car B WB-Car button switch, car B YB-Hall breaking switch, car B ZBHall time limit relay, car B v The electromagnetic switches are shown in their deenergized positions. The various elementsof the control system are shown in the positions they occupy when both car A and car B, empty, are stationary at the first fioor, with the car gate for each car in closed position, with all the hatchway doors in closed position, with the hatchway doors at the first floor unlocked, with all time intervals expired, and with. the control circuits for each car disconnected from the power mains.

7 Let it be assumed that car A and car B are made available for service by closing knife switches I6, 20, 66 and 10. Let :it also be assumed that an intending passenger at the third fioor pushes hall button 30I for car A. A circuit is thereby completed from the plus main, by way of knife switch I6, various safety devices (such as limit switches, overspeed governor, etc.)

represented by the square 30, movable platform contacts 3! controlled by the movable car platform of car A (and also gate contacts 32 in parallel therewith since the car gate for car A is in closed position), retiring cam magnet 37, actuating coil 3I0 of the third floor floor relay 3FA, contacts 322 of relay 3FB, hall push button 30I, movable platform contacts 25 controlled by the movable car platform of car A, contacts 26 of hall time limit relay ZA, contacts 21 of hall breaking switch YA, contacts 34 of up direction switch UA, contacts 35 of down direction switch 7 DA, stop button 36, knife switch 20, to the minus main. Energization of retiring cam magnet 31 and of actuating coil 3H! of the floor relay thereby results.

The energization of retiring cam magnet 31 withdraws retiring cam 38 on car A to effect the locking of the hatchway door at the first floor for car A, this locking action also completing the circuit through the hatchway door interlock contacts I06 for the first fioor. The energization of actuating coil 3I0 of floor relay 3FA causes the engagement of its contacts 3H and separation of its contacts M2. The separation of contacts 3I2 will be considered later. The engagement of contacts 3I I, together with the completion of the circuit through hatchway door interlock contacts I06, establishes a holding circuit for actuating co-il 3I0 and retiring cam magnet 37. This holding circuit is from the plus'main, by way of knife switch I6, safety devices 30, platform contacts 3|, retiring cam magnet 31, actuating coil 3H], contacts 3| I, third floor up selector switch 330, fourth floor selector switch 430, actuating coil 40 of up direction switch UA, contacts ll of down direction switch DA, first, second, third and fourth floor hatchway door interlock contacts I06, 206, 306 and 406, respectively, stop button 36, knife switch 20, to the minus main.

Actuating coil 40 of the up direction switch UA being in the above described holding circuit, up direction switch UA thereupon operates to cause the engagement of its contacts I8, 44 and 66 and the separation of its contacts 34 and 52. The separation of contacts 36 prevents the energization of any floor relay for car A by the subsequent operation of any hall or car push button for car A. As a consequence the intending passenger at the third fioor has obtained exclusive control of car A.

The engagement of contacts I8 completes a circuit for actuating coil I! of hall time limit relay ZA, which relay immediately operates to cause the separation of its contacts 26. The separation of contacts 26 is of no effect at this time, due to the existing separation of contacts 34. The separation of contacts 42 of up direction switch UA prevents energization of actuating coil 63 of the down direction switch DA while up direction switch UA is operated.

The engagement of contacts 44 and 46 of up direction switch UA results, through the intermediary of circuits and other apparatus for simplicity not shown, in the release of brake I5 and in the energization of hoistingmotor I4 so as to move car A in the up direction.

Car A thereupon leaves the first floor and proceeds to the third floor. As the car leaves the first fioor, first fioor selector switch I3I closes to enable the car to return to the first fioor. As the car passes the second floor, the second fioor up selector switch 230 opens and the second fioor down selector switch 23I closes, in order to enable the car to return to the second floor. The operation of these switches is of no effect under the assumed conditions of operation, as the first floor and second floor floor relays IFA and 2FA are not energized.

As car A nears the third floor, third fioor up selector switch 33d opens, thereby interrupting the holding circuit for retiring cam magnet 31, and actuating coils 3H) and 4B of switches 3FA and UA, respectively. As actuating coil 3H1 deenergizes, contacts 3! l separate in preparation for a subsequent operation of relay 3FA. As actuating coil deenergizes, up direction switch UA returns to its initial position, thereby interrupting, at contacts M and 46, the circuits for the elevator motor and brake to cause the stopping of car A at the third floor. The deenergization of retiring cam magnet 3? results in the projection of retiring cam 36 and thus, in the unlocking of the third floor hatchway door. The separation of contacts l8, incident to the return of up direction switch UA to its initial position, deenergizes actuating coil I! of hall time limit relay ZA, but due to the dashpot or other equivalent device 28, contacts 26 of relay ZA do not reengage until after the expiration of a definite period of time. As a consequence, during this period of time the hall buttons for car A are ineffective so as to afford the intending passenger at the third floor sufiicient time to open the unlocked hatchway door at the third fioor and take possession of car A.

The operation just described assumes that, with car A and car B at the first floor and available for service, an intending passenger at the third floor pushes the third fioor hall button 38! for car A. As explained, car A thereupon proceeds to respond to such demand for service. However, l t it be assumed that, instead of pushing the third floor hall button 31' for car A, the intending passenger pushes the third floor hall button 362 for car B. A response to such demand for service is thereupon made by car B in a manner similar to that described for car A. This is outlined as folrows:

The operation of third floor hall push button completes an energizing circuit for the actuating coil 328 of third floor floor relay 3FB, and also for the retiring cam magnet 81. Upon the completion of the circuit through the first floor hatchway door interlock contacts l! (resulting from the withdrawal of retiring cam 88) a holding circuit is established for the fioor relay 3FB and the retiring cam magnet 81, this holding circuit including actuating coil 96 of up direction switch UB. The resulting operation of up direction switch UB starts car B in the up direction. When car B nears the third floor, the third floor up selector switch 340 opens, thereby dropping out up direction switch UB, floor relay SFB and retiring cam magnet 87 to bring car B stationary at the third floor with its third floor hatchway door unlocked. The intending passenger at the third floor may then take possession of car B, sufficient time, after the disengagement of contacts 58 of up direction switch UB, being afforded for this by the time delay in the reengagement of contacts "i6 of relay ZB.

From the foregoing, it is believed clear that, with both car A and car B available for service, in the event an intending passenger in a hall pushes appropriate hall button for one car (which may either car), the car that responds to such demand for service is the car for which the intending passenger has pushed the hall button.

In the event the intending passenger in a hall pushes the hall button for car A and for car B,

it is provided, in accordance with tins invention, that only one of such cars responds thereto. To illustrate, let it be assumed, as in the previous assumptions, that car A and car B are at the first floor and available for service. Let it also be assumed that the intending passenger at the third floor pushes both the third floor hall button 3%! for car A and the third floor hall button 302 for car B, the hall button for car A being pushed first.

The operation of the hall button 30! for car A immediately energizes, in the manner previously explained, the third floor floor relay, 3FA, for car A. Incident to the resulting actuation of relay 3FA is the separation of its contacts 3l2. Contacts 352 are positioned in the third floor hall button circuit for car B, and as a result of their separation, the operation of the third floor hall button 332 for car B is ineffective to complete a circuit for the third floor floor relay, BFB, for car B. Th intending passengers push of the third hall button 382 for car B is therefore ineffective to cause car B to respond to his demand for service. Car A, however, responds to such intending passengers demand for service, the response being the same as though only the third floor hall button had been pushed, which operation has previously been disclosed in detail. It is believed sufiicient to note that after the initial energization of actuating coil 3h! of fioor relay 3FA by the operation of hall button 3st a holding circuit is established which maintains such actuating coil energized-and thus maintains contacts, 352 separateduntil car A stops at the third floor. At no time, therefore, after the initial operation of the third floor hall button 33E for car A, until car A arrives at the third floor in response to such demand for service, is the third floor hall button 332 for car B eiiective to register demand for service by car B. Car B hall buttons 532, 262 and 102 for each of the floors other than the third, however, remain eiiective so that immediate service may be provided by car B for an intending passenger at any of such floors while car Ais providing service for the intending passenger at the third floor.

In the event the intending passenger at the third floor pushes hall button 382 for car B slightly prior to pushing hall button 36! for car A, car B responds to such intending passengers demand for service, and A remains stationary, due to the disabling of hall button 39! for car A by the separation of contacts 322 of floor relay 33633. In addition, third floor hall button 32! for car A remains disabled until car stops at the third floor.

The interconnection of the hall button circuits for cars A and B thus, under the conditions last assumed, prevents one of the cars making an unnecessary trip, and holds such one car in readiness to provide immediate service for some other intending The description of the operation of the elevator system of Figure 2 when taking in consideration car button operations as well as hall button operations, for convenience assumes, as before, that both car A and car B are stationary at the first floor with their control circuits connected to the power mains, with the cars empty, with all the hatchwny doors. in closed position, with the hatchwey doors at the first floor unlocked, and all the time intervals expired. Let it also be assumed that a person at the first floor, desiring to go to the third floor, opens the first floor hatchway door for car A, enters car A, closes the first fioor hatchway door and also the car gate for car A, and pushes the third floor car button 303 for car A.

When such person, in entering car A, steps upon the car platform, movable platform contacts 3i and 25 separate. The separation of platform contacts 3| requires that the car gate be closed (so that gate contacts 32 are in engagement) before car A may be started. The separation of platform contacts 25 breaks the circuit for all the hall buttons for car A so that the car is under the exclusive control of the passenger therein, without interference from the halls.

The operation of third floor car button 383 completes a circuit from the plus main, by way of knife switch ififsafety devices 39, car gate contacts 32, retiring cam magnet 3'7, actuating coil SW of the third floor floor relay SFA, car push button 393, actuating coil 33 of car button switch WA, contacts 34 of up direction switch UA, contacts 35 of down direction switch DA, stop button 36, knife switch 29, to the minus main. Energization of retiring cam magnet 3! and of actuating coils 3H) and 33 thereby results.

The energization of retiring cam magnet 37 withdraws, retiring cam 38 on car A to effect the locking of the first fioor hatchway door for car A, this locking action also completing the circuit through the hatchway door interlock contacts 85 for the first floor. The energization of actuating coil 33 of car button switch WA causes the engagement of its contacts 23 to complete a circuit for actuating coil 2! of hall breaking switch YA. The resulting operation of contacts 2? of switch YA breaks the circuits for all the hall buttons for car A while the resulting engagement of contacts 22 of switch YA renders switch YA self-holding, subject only to the car gate contacts 32 and the safety devices. The energization of actuating coil 3! E3 of floor relay BFA causes the engagement of its contacts 3i i and the separation of its contacts H2. The separation of contacts 352 will be considered later. The engagement of contacts 31!, together with the completion of the circuit through the hatchway door interlock contacts 9%, establishes a holding circuit, previously described, for actuating coil 3H} and retiring cam magnet 31, this holding {circuit including actuating coil 45] of up direction switch UA. Car A is therefore started in the up direction. When car A nears the third floor, the third floor up selector switch 330 opens, thereby dropping out up direction switch UA, floor relay EPA and retiring cam magnet 3'! to bring car A stationary at the third fioor with its third floor hatchway door unlocked. The passenger in car A may then leave the car by opening the car gate and the hatchway door.

Let it be assumed that the person at the first floor, desiring to go to the third floor, enters car B instead of entering car A as last assumed. It is believed clear that upon closing the car gate and the first floor hatchway door for car B and pushing the third floor car button 36 for car B, such person is taken by car B to the third fioor in a manner analogous to that described for car A.

Let it now be assumed that car A and car B are stationary at the first floor and available for service, and that a passenger enters car A at the first fioor, closes the car gate and hatchway door and pushes the third floor car button 303. Car A thereupon proceeds to the third floor in the manner previously described. Let it also be assumed that, after the car button 303 is operated, and prior to the arrival of car A at the third floor, an

' intending passenger at the third floor, desiring elevator service, pushes the third floor hall button 30] for car A and. also the third floor hall button 302 for car B. V

In the type of control illustrated in Figure 2- known as single automatic push button controlit is provided that the passenger in car A has exclusive control of car A. As a consequence, the operation of hall button 30! for car A, under the assumed conditions, is of no efiect. Specifically, this ineffectiveness is due to the separation of platform contacts 25, of contacts 26 of switch ZA, of contacts 21 of switch YA, and of contacts 34 of switch UA. Car A is, however, destined to stop at the third floor by virtue of the prior operation of car button 383, so the ineffectiveness of hall button 333i is of little significance.

With respect to the operation of third floor hall button 302 for car B under the assumed conditions, it is provided, in accordance with this invention, that such operation of the hall button is inefiective. Such rendering ineffective of the third floor hall button 332 for car B is in the interest of preventing car B, under the circumstances, making an unnecessary trip, for car A is already destined to stop at the third floor. It is also in the interest of holding car B ready to provide immediate service for an intending passenger at any floor other than the third floor while car A is on its way to provide service to and from the third floor. third floor hall button 302 for car B while car A is destined to stop at the third floor as a result of the prior operation of the third floor car button 363 for car A, is accomplished by the separation of contacts ,3 l 2 of the floor relay SFA. This relay is actuated, as previously explained, upon the operation of the third floor car button 383 for car A and is maintained actuated while car A is proceeding to the third floor. The contacts 3 l 2 of relay BFA are positioned in the third floor hall button circuit for car B, and by their separation prevent third floor hall button 392 for car B from completing a circuit to register a demand for service by car B.

Although, under the conditions assumed, the third floor hall button 302 for car B is rendered ineffective, it is to be observed that all the car buttons in car B, including the third floor car button 3M, remain effective, so that a person at the first floor may enter car B and have unrestricted use of the car, including being taken to the third floor if that is where such person desires to go. It is also to be observed that, under the conditions assumed, the car B hall buttons for each floor other than the third remain effective so that immediate service may be provided by car B for an intending passenger at any of such floors other than the third while car A is destined to stop at the third floor.

It will be recalled that, for the above described operation, it was assumed that while car A was destined to stop at the third floor in response to a car button operation, the intending passenger at the third floor pushed both the third floor hall button Siil for car A and the third floor hall button 392 for car B. It is believed clear that if, instead, the intending passenger pushes only the third floor hall button 30! for car A, such operation of button Sill is likewise ineffectual, and that if the intending passenger pushes only the third floor hall button 392 for car B, such operation of button 3%2 is likewise ineffectual.

Operation of car A in the down direction is analogous to its previously described operations The rendering ineffective of the in the up direction, except that, instead of up direction switch UA being actuated, down direction switch DA is actuated, and that the elevator motor and brake are controlled by contacts 45 and 41 of down direction switch DA instead of by contacts 44 and 46 of up direction switch UA. Whether the up or the down direction switch is actuated is determined by the positions of the floor selector switches l3l, 230, 231, 330, 33l and 430, these being controlled by the position of car A. Thus, when the car is opposite an intermedi ate floor, both the up and the down selector switch for that floor have their contacts disengaged; when the car is below such intermediate floor the up selector switch contacts for that floor are in engagement and the down selector switch contacts for that floor are disengaged, and vice versa when the car is above such intermediate floor. Switches 230 and 23! are the up and the down selector switches, respectively, for the second floor; and switches 330 and 33I are the up and the down selector switches, respectively, for the third floor. Each terminal floor selector switchswitch l3l for the first floor and 430 for the fourth fioor has its contacts disengaged when the car is opposite the floor corresponding thereto, and in engagement at other times. Inasmuch as the stopping oi the car at a floor is initiated by the separation of the contacts of the appropriate selector switch for such floor, it is understood that the separation of such contacts is effected shortly before the car arrives at such floor in order to provide a stopping zone at the termination of which the car, when stopping at such floor, has its platform level, or substantially level, with such floor.

It is unnecessary to describe operations of car A involving stops at floors other than the third, for such operations are similar to the operations described for the third floor. It is sufficient to note that floor relays IFA, 2FA and 4FA for the first, second and fourth floors, respectively, correspond to floor relay 3FA for the third floor, that actuating coils H0, 2|0 and 410 correspond to actuating coil 3l0; that contacts Ill, 2 and 4 correspond to contacts 3; and that contacts I I2, H2 and M2 correspond to contacts 3l2.

Operation of car B in response to its car and hall buttons is similar to that for car A and is unnecessary to describe in detail other than to the extent already described. It is sufilcient to note that the elements individual to car B having designating numerals from 51 to 91, inclusive, correspond respectively to elements individual to car A having designating numerals from 1 to 41, inclusive; that hatchway door interlock contacts I01, 201, 301 and 401 for car B correspond respectively to hatchway door interlock contacts 508, 206, 306 and 406 for car A; that selector switches 14!, 240, 24l, 340, 34I and 440 for car B correspond respectively to selector switches IN, 230, 23L 330, 33! and 430 for car A; that first-floor floor relay lFB, its coil I20 and its contacts l2! and I22, for car B, correspond respectively to first-floor floor relay IFA, its coil Hi and its contacts Ill and H2 for car A; that second-floor floor relay ZFB, its coil 220 and its contacts 221 and 222, for car B, correspond respectively to second-floor floor relay ZFA, its coil 210 and its contacts 2| I and 2|2, for car A; that third-floor floor relay 3FB, its coil 320 and its contacts 321 and 322, for car B, correspond respectively to third-floor floor relay 3FA, its coil M and its contacts 3 and M2, for car A; and that fourth-floor floor relay 4FB, its coil 420 and its contacts 42! and 422, for car B, correspond respectively to fourth-floor floor relay 4FA, its coil 4H) and its contacts 4 and M2, for car A.

Attention is directed to the fact that, although the invention has been illustrated in Figure 2 as applied to a group of two elevators each of the type commonly known as the single automatic push button elevator, with each elevator having hall buttons individual thereto, the invention is applicable to any group of two or more elevators in which each elevator is provided with a set of hall buttons individual thereto. Thus, the invention is applicable to a group of more than two elevators such as illustrated in Figure 2, and to a group of two or more single automatic push button elevators each having hall buttons individual thereto but without a movable car platform (as has each elevator in Figure 2), and with or without power operation of the car gate and/or hatchway doors, and with or without other variables, such as in use lights, car coming lights or position indicators. Also, the invention is applicable to a group of two or more elevators each having hall buttons individual thereto wherein interceptive or collective operation is provided by each car, in either or both directions of car travel, in response to the operation of the hall buttons for such car. The application of the invention to elevator installations of such character in which a single hall button is provided at each floor for each car, as shown in Figure 1, needs no explanation.

The application of the invention to elevator installations in which two hall buttons-an up button and a down button-are provided at each floor for each car, is illustrated in Figures 3 and 4. For simplicity, only two intermediate floors-the sixth and seventh-are considered, and only two cars--car G and car H. In addition, Figures 3 and 4 illustrate the application of the invention to an elevator installation employing floor relays of the latching type for registering demands for elevator service, together with car buttons in each car for use in registering floors to which passengers in such car desire to be taken.

Referring to Figure 3, at each of the two illustrated intermediate floors served by car G are provided two hall buttons for such car, hall buttons 6M and 6H being the up and down buttons, respectively, at the sixth floor for car G, and hall buttons 10! and 1H being the up and down buttons,respectively,at the seventh floor for car G. Similar hall buttons are provided for car H, hall buttons 602 and 612 being the up and down buttons, respectively, at the sixth floor for car H and hall buttons 102 and H2 being the up and down hall buttons, respectively, at the seventh floor for car H. Car buttons 603 and 103 in car G are for the sixth and seventh floors, respectively, and car buttons 604 and 104 in car H are for the sixth and seventh floors, respectively.

Each car is provided with a floor switch for each floor, each floor switch having a neutral position to which it is actuated when the car corresponding thereto is opposite the floor for which such floor switch is provided, having one operative position to which it is actuated when such car is above such floor, and having a second operative position to which it is actuated when such car is below such floor. Illustrative of such floor switches are the switches 660 and 160 for car G at the sixth and seventh floors, respectively, these switches being actuated by an arm 592 mountedon car G. Similar floor switches 61 0 and for car H are provided at the sixth and seventh floors, rspectively; these switches being actuated by an arm 552 mounted on car H. Each floor switch is illustrated in the operative position thereof to which it is actuated when the car corresponding thereto is below the floor for which it is provided, since car G and car H are both illustrated as below the sixth floor. In such illustrated positions of the floor switches, the arms of floor switches B50, 160, 610 and 110 are in engagement .with contacts 66!, 16l, 61! and 11!, respectively (see Figure 4). In their other operative positions, the. arms of floor switches 660, 160, 616 and 110 are in engagement with contacts 662, 162,612 and 112, re-

spectively. 7

It will be understood that instead of floor switches mounted in the hatchway, as illustrated, a selector machine, driven in synchronism with the car, may be provided with switches performing the same functions asthe. illustrated floor switches.

Referring now to Figure ,4, the schematic. diagram therein illustrated, employs two latching floor relays per floor per car, one for the up direction and the other for the down direction. These floor relays are designatedv as follows:

5UGUp floor relay, 6th floor; car G; 6DG--Down floor relay, 6th floor, carG. 1UG.Up floor relay, 7th floor, car G. 1DG -Down floor relay, 7th'fioor, car G. 6UH-Up floor relay, 6th floor, car H.

, 6DHDown floor relay, 6th floor, car H. 'l'UH--Up floor relay, 7th floor, car H. ,1DHDown floor relay, 7th floor,'car

It is to be understood that the illustrated construction ofrthe latching floor relays is schematic in order to represent their manner of operation. Considering the details of one of such relays, for example, the sixth floor up latching, floor relay for car G (up floor relay GUG), such relay is provided with an operating coil 620 and a reset coil 62!. Energizationof operating coil 620 rethe result that the relay spindle returns, by its own weight, to its initial position with, contacts 622 and B23 disengaged and contacts 624 in engagement.

The other latching floor relays are similar to floor relay BUG. Thus, operating coil 620, reset coil 52! and contacts 622, 623 and 624 of floor relay 511G correspond respectively to: for floor relay GDG, operating coil 530, reset coil 63! and contacts 632, 633 and 634; for floor relay 1UG, operating coil 126, reset coil 12 and contacts 122, 123 and'124; for'fioor relay 1DG, operating coil 13B, reset coil 13!, and contacts 132, 133 and 134; for floor relay 6UH, operating coil 64!), reset coil BGI, and contacts 642, 643 and 644; for floor relay 6DH, operating coil 650, reset coil65l, and contacts 652, 653 and 654; for fioor relay 1UH, operating coil (40, reset coil 1M, andcontacts142, 143and 144; and for floor relay 1DH, operating coil 150, reset coil 15!, and contacts 752, 153 and 154.

In the illustrated diagram the energization of the floor relay operating coils is subject to the hall buttons and to the car buttons to cause the floor relays to register demands for elevator service (or, as it may also be termed, to register desired passenger transfers). The energization of the floor relay reset coils is subject to suitable reset controls, these generally being effective as an incident to stops made at the floors. Schematically illustrative of a suitable reset control are the up selector contacts 625 and adapted to be engaged by up selector brush 563 as car G, traveling in the up direction, nears the sixth and the seventh floors, respectively, and the down selector contacts and 635 adapted to be engaged by down selector brush 564 as car G,

. traveling in the down direction, nears the seventh and the sixth floors, respectively. Selector brushes 5% and 5235 are connected, through suitable switching mechanisms represented by square 555, to the plus main. When any floor relay is in operated position, the selector contact for the corresponding car, floor and direction of travel is rendered alive by being connected to the minus main through the reset coil for such floor relay. When such car, traveling in the appropriate direction, nears such floor, the selector brush corresponding to the direction of car travel engages the live selector contact, thereby completing a circuit for the reset coil for such floor relay and causing the resetting of such floor re-' lay. Included in such circuit are the switching mechanisms 565 which, upon energization (assuming Figure 4 to represent schematically two elevators the slowing down'and stopping of each of which is effected automatically), initiate the,

slowing down and stop of such car at such floor. It-is unnecessary further to describe the switching mechanisms represented by 565.

For car H, selector contacts 645, 1415, 155 and 655, selector brushes 553, 554, and switching mechanisms 555 correspond respectively to selector contacts 625, 125, 135 and 635, selector brushes 553, 5%, and switching mechanisms 585, for car G.

Floor relay BUG has been shown and described as being provided with contacts 623. These contacts, for convenience enclosed within a dot-anddash rectangle 596 in which also are enclosed similar contacts 123, 133 and 633 of floor relays 1UG, 'lDG and 6DG, respectively, are provided for those installations wherein the starting of the elevator car is subject to the control of registered demands for elevator service. It is unnecessary to describe theirfunction in any further detail. In those installations in which the starting of the car is within the exclusive control of an attendant in the car, the contacts within rectangle 596' may be dispensed with.

The invention as applied to the system schematically represented in Figure 4 is best described by explaining its operation under different conditions. Forsimplicity, door operations are neglected. Assume first that cars G and H have been rendered available for service by closing knife switches 59!), 58!, 55B and 551, and that each car, when available for service, is subject to the control of its car and hall buttons automatically to effect starting of the car. Let it also be assumed that both car G and car H are below the sixth floor, as shown in Figure 3, that both cars are stationary, and that all time intervals, if any, have expired.

Under these conditions, let it be further assumed that an intending passenger at the sixth floor pushes up hall button 60! for car G. A circuit is thereby completed for operating coil 620 of floor relay BUG, which circuit may be traced from the plus main, by Way of knife switch 56%, up hall button BOI, contacts 644 of floor relay BUH, operating coil 620, knife switch 591, to the minus main. Floor relay 6UG thereupon operates in the manner previously described to cause the engagement of contacts 622 and 823 and the separation of contacts 524, and floor relay 6UG is maintained in operated position after the release of push button 60!. The engagement of contacts 622 renders "alive up selector contact 625. The separation of contacts 624 will be referred to later. The engagement of contacts 623 causes the starting of car G in the up direction. When car G nears the sixth floor, up selector brush 503 engages up selector contact 625, thereby completing a circuit from the plus main, by way of knife switch 500, mechanisms 555, up selector brush 503, up selector contact 625, contacts 622 of floor relay 6UG, reset coil 62! of floor relay BUG, knife switch 5!, to the minus main. Floor relay 6UG is thereupon returned to its initial position, and at the same time the mechanisms 505 are actuated to initiate the stopping of the car so as to bring the car to a stop at the sixth floor. The intending passenger at the sixth floor may then enter car G and, upon indicating the floor to which he desires to be taken by pushing the car button corresponding to such floor, car G proceeds to take him to such floor.

Had the intending passenger at the sixth floor pushed up hall button 602 for car H instead of up hall button Bill for car G, car I-I would have responded to such call similarly as did car G. Thus, the engagement of up hall button 652 completes a circuit for operating coil 640 of floor relay SUH, which circuit may be traced from the plus main, by way of knife switch 558, up hall button 602, contacts 624 of floor relay BUG, operating coil 640, knife switch 55L to the minus main.

The resulting operation of floor relay GUI-I causes the engagement of contacts 642 and 643, and the separation of contacts 644. The separation of contacts 644 will be referred to later. The engagement of contacts 642 renders alive up selector contacts 645. The engagement of contacts 643 causes car H to start in the up direction. When car I-I nears the sixth floor, up selector brush 553 engages up selector contact 645, thereby completing a circuit from the plus main, by way of knife switch 550, mechanisms 555, up selector brush 553, up selector contact 54 5, contacts 642 of floor relay GUH, reset coil 6 of floor relay BUH, knife switch 55!, to the minus main. Floor relay GUH thereupon returns to its initial position and car H is caused to slow down and stop at the sixth floor. The intending passenger at the sixth floor can thereupon enter car H and be taken by it to the floor to which he desires to go.

In the event an intending passenger at the sixth floor pushes both up hall button Sill for car G and up hall button 692 for car H, it is observed that, in accordance with the invention, response is made thereto by only one car. Thus, assuming up hall button 60! for car G is pushed slightly prior to the operation of up hall button 602 for car H, the operation of such button for car G causes operation of floor relay BUG and response by car G to such demand for service in the manner previously described. Incident to the operation of floor relay BUG is the separation of contacts 624. Contacts 624 are positioned in the circuit of the sixth floor up hall button for car H, with the result that while contacts 625 are separated, up hall button 602 for car H is ineffective to energize operating coil 640 of floor relay GUH and thus, is ineifective to register a demand for service by car H, so that car H remains stationary. In the event up hall button GUI for car G is pushed slightly subsequent to the operation of up hall button 602 for car H, car H responds to such demand for service, and car G remains stationary, due to the separation of contacts 644 of floor relay BUH. In the event up hall button GUI for car G and up hall button 602 for car H are pushed precisely simultaneously and maintained depressed, floor relays BUG and BUH flutter for an instant until one of them gets sufiiciently out of step with the other to enable such one floor relay to attain operated position and be latched therein, which action thereupon renders ineffective the up hall button for the car corresponding to the other floor relay. In this latter instance response is made to the demand for service by only one car, similarly as in the preceding instances. It is clear, therefore, that when corresponding hall buttons at the same floor for cars G and H are operated, only one of such cars responds thereto.

Attention is directed to the fact that while the interconnection of the hall button circuits for cars G and H is such as to prevent more than one car responding to similar demands for service from the same floor, the arrangement is such that, with respect to the car buttons, the cars are inde iendent so that both cars, whether going in the same or opposite directions, may stop at the same floor in response to the operation of the car button for such floor in the corresponding car. For example, assume that car G and car H are stationary at the first floor, and that a passenger at the first floor, desiring to go to the sixth floor, enters car G and pushes the sixth floor car button 653. A circuit is thereby completed for operating coil 62!) of fioor relay EUG, this circuit b ing from the plus main, by way of knife switch 5953, sixth floor car button 653, floor switch sac, floor switch contacts 66 l, operating coil 628, knife switch 5% I, to the minus main. The resultant operation of floor relay GUG starts car G in the up direction and the car is stopped at the sixth floor, all in the manner previously described. While car G is traveling upwardly toward th sixth floor, assume further that another passenger at the first floor, desiring to go to the sixth floor, enters car H and pushes sixth floor car button 554. A circuit is thereby completed for energizing operating coil 649 of floor relay SUH, this circuit being from the plus main, by way of knife switch 553, sixth floor car button 634, floor switch 5'55, floor switch contacts 6H, operating coil sac, knife switch 55!, to the minus main. The resultant operation of floor relay GUH starts car H in the up direction and the car is stopped at the sixth floor, all in the manner previously described. It is to be observed that, due to the arrangement of circuits wherein contacts 624 of floor relay BUG are positioned only in the circuit for up hall button 552, the separation of contacts 525 while car G is proceeding to the sixth floor does not prevent operation of floor relay BUH by car button 34 in car H.

It is to be observed that the car button circuits and the hall button circuits are interconnected so that while a car button stop is destined to be made by one car, the hall buttons at such floor for the other car or cars and for the direction in which the first car app-roaches such floor in, response to such car button stop, are rendered ineffective. As a result, a second car cannot be caused to stop at a floor to provide service therefrom in a given direction when another car is already destined to provide such service. 7 This may be illustrated by assuming both car G and car H positioned below the sixth floor with car G traveling in the up direction and destined to stop at the sixth floor in response to an operation of the sixth floor car button 653. Under these circumstances, floor relay BUG is in operated position with its contacts 624 separated. Assume further that an intending passenger at this floor, desiring to be taken to a floor above the sixth iioor, pushes the sixth floor up hall button 682 for car H. Such operation of push button 8512 is ineffective to cause actuation of floor relay GUI-l due to the separation of contacts 624. Car H therefore does not respond to such demand for service, service being provided by car G. In the event, under the above condi tions, it be assumed that the intending passenger at the sixth fioor pushes the sixth floor up hall button (it! for car G instead of up hall button 662 for car H, such operation of hall button Gill energizes actuating coil 62%? of floor relay GUG, but inasmuch as this floor relay is already in operated position, such energization is without further effect and service is still provided by car G. In the event, under the above conditions, it be assumed that the intending passenger at the sixth floor pushes both up hall button sci for car G and up hall button 692 for car H, it is clear that service is provided by car G and not by car H.

Further with respect to the interconnection of the car button circuits with the hall button circuits, it is to be noted that the car button circuit for any floor for any car is interconnected with either the up or the down hall button circuits for the other car or cars for such floor, depending upon whether the car whose car buttons are under consideration is below or above such fioor, respectively. Thus, for example, the sixth floor car button Gila for car G is, when car G is below the sixth floor, interconnected withthe sixth floor up hall button circuit for car H to render ineffective such up hall button and up hall button circuit upon operation of the sixth floor car button 693 for car'G. Such interconnection of car button 683 for car G does not extend, however, under the assumed conditions, to the sixth floor down hall button circuit for car H, so that an intending passenger at the sixth fioor desiring to be taken to a fioorbelow the sixth floor, may register, for car H, by operation of sixth floor down hall button 6l2 for car I-I, his demand for service.

In all the operations of the system of Figure 4 heretofore described, it has been assumed that the starting of each car is automatically effected in response to operation of car and hall buttons for such car. When the starting of such car is within the control of an attendant in such car and the floor relay contacts within rectangles 5% and 55%; are dispensed with so that the car and hall buttons. for each car control only the stopping of such car, the heretofore described operations of Figure 4 are the same except that the starting of each car is eiiectecl by the attendant therein.

' The invention is also applicable to elevator installations wherein both the starting and the stopping of each car are controlled by an attendant therein, the invention in such instance being utilized with the signal equipment by which the attendants are informed of the stops to be made, and the mechanisms represented by squares 585 and 555 being mechanisms causing an appropriate stopping signal to be given to the operator of the associated car in the manner well known in the art, instead of causing the actual stopping of the cars, as has previously been assumed.

Inasmuch as many changes: could be made in the above constructions, and many apparently widely difierent embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accom panying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. In an elevator installation having two or more cars serving a floor and having a hall button at said floor individual to each of said cars, the combination with an actuating and stopping mechanism for each of said cars responsive to operation of the hall button at said floor corresponding to such car for causing such car,

and such car only, to start toward said floor and stop thereat, of means responsive to the operation of the hall button for any one of said cars to render said mechanism for each of the other of said cars unresponsive to its corresponding hall button.

2. A control system for two elevator cars each adapted to serve each of a plurality of floors, comprising; car actuating and stopping mechanism for each of said cars; two normally-open hall button switches at one of said floors, one for each of said cars; a floor relay for each of said hall button switches, each floor relay having 7 of each floor relay being in said circuit for the other floor relay.

3. In combination; a plurality of elevator cars operable past a floor; a plurality of mechanisms, one for each of said cars, each of said mechanisms being individual to the car for which it is provided, and each comprising means, including a hall button at said floor, and a car button for said floor within said car, for causing the corresponding car, and such car only, to stop at said floor in response to operation of either the hall button or the car button for said floor for such car; and means effective upon operation of either the hall button'or the car button for said floor for one of said vcarsior renderingsaid mechanism for the other cars unresponsive to their corresponding hall buttons.

4. In combination; a plurality of elevator cars operable past a floor; a plurality of mechanisms, one for each of said cars, each of said mechanisms being individual to the car for which. it is provided, and each comprising means, including a hall button at said floor and a car button for said floor within said car, for causing the corresponding car, and such car only, to stop at said floor in response to operation of either the hall button or the car button for said floor for such car; and means effective upon operation of either the hall button or the car button for said floor for one of said cars for rendering said mechanism for the other cars unresponsive to their corresponding hall buttons at least until initiation of the stopping of said one car at said floor.

5. In an elevator installation; a floor; a plurality of elevator cars serving said floor; a plurality of hall buttons at said floor, one for each of said cars; a car button for said floor in each of said cars; means individual to each car, and responsive to operation of said hall button or said car button for such car, for registering, for such car only, demand for elevator service from and to said floor; and means operable upon registration of a demand for service by said car button in one of the cars for disabling said hall buttons for the other cars.

6. In combination, a plurality of elevator cars each serving the same fioor; a plurality of hall buttons at said floor, one for each of said cars; a car button for said floor within each of said cars; car actuating and stopping mechanism for each of said cars; and means for each car responsive to the operation of the car button for said floor within such car, for causing the car actuating and stopping mechanism therefor to stop such car at said floor regardless of operations of said car buttons for said floor in others of said cars, and responsive to the operation of the hall button at said floor, for such car only, for causing the car actuating and stopping mechanism, for such car only, to stop such car at said floor only when no other of said hall buttons, and none of said car buttons, for said floor have been operated and are unresponded to.

'7. In an elevator installation; a plurality of floors; two elevator cars each serving each of said floors; a floor relay for each of said cars for each of said floors, each of said floor relays having a set of normally-open contacts and a set of normally-closed contacts; car actuating and stopping mechanism for each of said cars, including the normally-open contacts of each of said floor relays for the corresponding car, responsive to the operation of any floor relay for the corresponding car to the exclusion of all other floor relays for the corresponding car, to maintain such floor relay operated, to start the corresponding car toward, and to stop such car at, the floor for which such floor relay is provided, and to restore such floor relay to its initial condition when such stop is made; a car button circuit for each of said floor relays for initially operating the respective floor relays from the respective cars, each car button circuit including a normally-open car button switch within the car and for the floor for which the corresponding floor relay is provided; and a hall button circuit for each of said floor relays for initially operating the respective floor relays from the respective floors,

each hall button circuit including a normallyopen hall button switch at the floor and for the car for which the corresponding floor relay is provided, and also including the normally-closed contacts of the other floor relay for the same floor for which the corresponding floor relay is provided.

8. In an elevator installation having two or more cars serving a plurality of floors; a plurality of up hall buttons, one for each car, at each of said floors; a plurality of down hall buttons, one for each car, at each of said floors; a car button in each of said cars for each of said floors; means for each car responsive to the operation of any of said hall buttons or car buttons for that car for registering calls for that car; and means operable upon registration of a call by a car button in any one of said cars for any floor for rendering said up hall buttons for such floor for the other cars ineiiective to register calls when said one car is below such floor at the time such car button is operated, and for rendering said down hall buttons for such floor for the other cars inefiective to register calls when said one car is above such floor at the time such car button is operated.

9. In an elevator installation having two or more cars serving a plurality of floors; a plurality of hall buttons, one for each car, at each of said floors; call registering means for each of said hall buttons, the call registering means for any floor for any car being responsive, under condi tions where none of said cars are at the floor for which such call registering means is provided, to the hall button for which such call registering means is provided to register a demand for service for the car for which such call registering means is provided, regardless of the relative positions of the cars in their hatchways; and means responsive to the operation of call registering means for any floor for any car for rendering said call registering means for such floor for the other cars unresponsive to their respective hall buttons so long as such call registering means remains operated.

10. In an elevator installation having two or more cars serving a plurality of floors; a plurality of hall buttons, one for each car, at each of said floors; call registering means for each of said hall buttons, any one of said call registering means for any floor at which no car is positioned being responsive to the hall button for which such call registering means is provided to register a call for the car for which such hall button is provided, regardless of the relative positions of the cars in their hatchways, provided said call registering means for any of the other cars for such floor is not already operated; and means controlled by operated call registering means for any floor for any car for rendering said call registering means for such floor for the other cars unresponsive to their respective hall buttons.

HERMAN FREDERICK KRANTZ. 

